Central electronic control network for vehicle dynamics and ride control systems in heavy vehicles

ABSTRACT

An electrical control network is laid over one or more vehicle dynamics control and/or ride control systems of a heavy vehicle, which control network controls actuation of components thereof. The invention offers many advantages including reduction of components, simplified design, unified communication for numerous different types of system components, simplified resolution of conflicts between competing control strategies, expandability to additional vehicle systems, and flexibility to upgrade for new, improved vehicle control schemes.

FIELD OF THE INVENTION

The present invention relates to control networks for vehicle dynamicsand ride control systems in heavy vehicles.

BACKGROUND OF THE INVENTION

Pneumatic vehicle dynamics control systems and ride control systems,such as brake systems and suspension systems, for heavy vehicles havebeen known and used for many years. Pressurized air has been used notonly as the force to actuate components of such systems but also as themedium to convey control information to various system components.

More recently, control information has been transmitted to heavy vehicledynamics control and ride control system components by electricalsignals. Typically, a single task processor or electrical switchprovides control information to a single type of component. The controlinformation is generated according to a scheme in response to sensorinput of vehicle performance factors. Each system component includes anelectrical actuator for receiving and interpreting the control signal tooperate the pneumatic component.

A disadvantage of known systems is their complexity in terms of design,assembly, maintenance, and refurbishment. Factors increasing complexityinclude a high number of individual components, using pressurized airfor both control information and application force, and conflictsbetween control strategies. These disadvantages are exacerbated by theproliferation of different types of control strategies. For example,inherent conflicts existing between antilock braking, traction, manualinputs/overrides, and other vehicle dynamics schemes can lead to “lost”or cycling braking systems creating a safety hazard.

SUMMARY OF THE INVENTION

The invention provides an electrical control network laid over one ormore vehicle dynamics control and/or ride control systems of a heavyvehicle, which control network controls actuation of components thereof.The invention offers many advantages including reduction of components,simplified design, unified communication for numerous different types ofsystem components, simplified resolution of conflicts between competingcontrol strategies, expandability to additional vehicle systems, andflexibility to upgrade for new, improved vehicle control schemes.

In one particular embodiment a brake system for a heavy vehicle includesa first type of brake component, a second type of brake component, atleast one vehicle performance sensor, and a controller receiving sensorsignals from the sensor and in electrical communication with the firstand second types of brake components for actuation. A first controlscheme is used by the controller for generating control signals for thefirst type of brake component, while a second control scheme is used bythe controller for generating control signals for the second type ofbrake component.

Manual inputs may be provided for overriding control signals for thefirst and/or second type of brake component. Preferably, the controllerprevents the first and second type of brake components from cycling. Asource of pressurized air and/or a source of electrical energy ispreferably provided for use in actuating at least one of the first andsecond type of brake components.

At least one of the first and second control schemes may be configuredin a form selected from the group consisting of hardware, software,firmware, a pluggable module and combinations of these. The controllerand at least one of the first and second control schemes may beconnected by a data bus or by a control network, the controller and thesensor may be connected by a communication bus, and the first and secondtypes of brake component may be connected together in an applicationnetwork.

In another embodiment, a brake system for a heavy vehicle includes abrake component, at least one vehicle performance sensor, and acontroller receiving sensor signals from the sensor and in electricalcommunication with the brake component for actuation. A first controlscheme is used by the controller for generating first control signalsfor the brake component, while a second control scheme is used by thecontroller for generating second control signals for the brakecomponent. A conflict resolution scheme is used by the controller forresolving conflicts between the first and second control signals.

The conflict resolution scheme may be configured in a form selected fromthe group consisting of hardware, software, firmware, a pluggable moduleand combinations of these, and/or may comprise part of one or both ofthe first and second control schemes.

In another embodiment, a brake system for a heavy vehicle includes afirst type of brake component, a second type of brake component, atleast one vehicle performance sensor, a central control network forreceiving sensor signals from the sensor and in electrical communicationwith the first and second type of brake components for transmittingcontrol signals thereto, and a central supply network for supplyingenergy to the first and second type of brake components for actuatingthe first and second type of brake components in response to the controlsignals received from the central control network.

The energy supplied by the central supply network may comprise, forexample, pneumatic energy or electrical energy.

In still another embodiment, a control network for controlling vehicledynamics and ride control systems in heavy vehicles includes a firsttype of vehicle dynamics and ride control system component, a secondtype of vehicle dynamics and ride control system component, at least onevehicle performance sensor, and a controller receiving sensor signalsfrom the sensor and in electrical communication with the first andsecond type of vehicle dynamics and ride control system components foractuation. A first control scheme is used by the controller forgenerating first control signals for the first type of vehicle dynamicsand ride control system component, while a second control scheme is usedby the controller for generating control signals for the second type ofvehicle dynamics and ride control system component.

The controller may also use a third control scheme for generating secondcontrol signals for the first type of vehicle dynamics and ride controlsystem component. In this case, the control network preferably furtherincludes a conflict resolution scheme for resolving conflicts betweenthe first and second control signals for the first type of vehicledynamics and ride control system component. The first and second typesof vehicle dynamics and ride control system components may, for example,be brake system components, suspension system components, tractioncontrol system components, steering system components, stability controlsystem components, or combinations of these.

In yet another embodiment, a control network for controlling vehicledynamics and ride control systems in heavy vehicles includes a vehicledynamics and ride control system component, at least one vehicleperformance sensor, and a controller receiving sensor signals from thesensor and in electrical communication with the vehicle dynamics andride control system component for actuation. A first control scheme isused by the controller for generating first control signals for thevehicle dynamics and ride control system component, while a secondcontrol scheme is used by the controller for generating second controlsignals for the vehicle dynamics and ride control system component. Aconflict resolution scheme is used by the controller for resolvingconflicts between the first and second control signals.

In still yet another embodiment, a system for operating vehicle dynamicsand ride control systems in heavy vehicles includes a first type ofvehicle dynamics and ride control system component, a second type ofvehicle dynamics and ride control system component, at least one vehicleperformance sensor, a central control network for receiving sensorsignals from the sensor and in electrical communication with the firstand second type of vehicle dynamics and ride control system componentsfor transmitting control signals thereto, and a central supply networkfor supplying energy to the first and second type of vehicle dynamicsand ride control system components for actuating the first and secondtype of vehicle dynamics and ride control system components in responseto the control signals received from the central control network.

The invention and its particular features and advantages will becomemore apparent from the following detailed description considered withreference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram schematically illustrating an embodiment of asystem for operating vehicle dynamics and ride control systems in heavyvehicles in accordance with the present invention;

FIG. 2 is a flow diagram schematically illustrating operation of anembodiment of the system for operating vehicle dynamics and ride controlsystems in heavy vehicles of FIG. 1; and

FIG. 3 is an isometric partially schematic view of an embodiment of thesystem for operating vehicle dynamics and ride control systems in heavyvehicles of FIG. 1.

DETAILED DESCRIPTION OF AN EMBODIMENT OF THE INVENTION

Referring first to FIGS. 1 and 2, a system 110 for operating vehicledynamics and ride control systems in heavy vehicles in accordance withcertain embodiments of the present invention is schematically shown.What is meant by “vehicle dynamics and ride control systems” is thosesystems of a vehicle which are responsible for control of the vehicle'smovement and its interaction with the road. Examples of such systemsinclude the electronic brake system (EBS), the antilock brake system(ABS), the suspension system, the traction control system, the anti-slipregulation (ASR) system, the steering system, the stability controlsystem, the electronic stability program (ESP), the adaptive cruisecontrol (ACC) system, various components of the diagnostics system, thetrailer interface, the transmission, the air management control system,the continuous brake retarder, etc. It should be noted that the term“vehicle dynamics and ride control systems” is intended to not includethe powerplant (i.e., the engine and its various components).

System 110 includes a plurality of vehicle sensors 210 which detect andproduce sensor signals 310 indicative of one or more operatingparameters of the vehicle. Examples of such vehicle sensors 210 includewheel speed sensors, pitch sensors, vehicle height sensors, vehicleweight sensors, and may others. Because the signals 310 produced bysensors 210 may have one of a variety of different formats, a transduceror signal conditioner 212 may be provided for translating the format ofthe signals into a format useable by microprocessor 114. Also, because aplurality of signals 310 may be transmitted simultaneously by sensors210, a sensor signal multiplexor 214 may be provided for avoidingconflicts between sensor signals 310. The conditioned and multiplexedsignals 310 are transmitted to microprocessor 114.

Once microprocessor 114 receives the sensor signals, microprocessor 114queries actuator control modules 116 to determine what action, if any,should be taken by each vehicle actuator 126. To this end, each ofactuator control modules 116 contains thereon an actuator control scheme312 which comprises at least one, and preferably a plurality of, rulesconcerning actuation of actuators 126 in response to various sensorsignals 310. Actuator control modules 116 may be associated with aparticular type of individual actuator 126 (e.g., service brakes,emergency brakes, trailer height adjustment, etc.), with a type ofvehicle system (e.g., brake system, suspension system, etc.), or with asubsystem of a vehicle system (e.g., anti-lock braking system,shock-absorbing system, etc.).

A safety and customization module 120 may be provided which includesthereon a safety and/or customization scheme. A safety scheme 314 mayinclude, for example, one or more rules which are directed to safetyrequirements imposed by a governmental body or the like. This allows formandated rules to be incorporated into the overall control schemewithout requiring that the actuator control modules 116 themselves beadapted for various jurisdictions. For example, if the same system 110were desired to be used in both Great Britain and the United States(which countries have different safety rules), system 110 would requireonly that the safety and customization module 120 be replaced, whileallowing all of the remaining modules to be used in both countries. Thecustomization scheme 316 may include one or more rules which aredirected to a particular user's preferences. This allows for preferencesto be incorporated into the overall control scheme without requiringthat the actuator control modules 116 themselves be adapted fordifferent users. The customization scheme 316 may be adapted on a largerscale, for example for different vehicle manufacturers, or on a smallerscale, for example for a particular company (e.g., United Parcel Serviceor the like).

It is contemplated that microprocessor's 114 query of actuator controlmodules 116 and safety and customization module 120 (if provided) mayreturn conflicting rules from the various schemes concerning how torespond to the situation reported by sensors 210. These conflicts areresolved by microprocessor 114 based upon a conflict control scheme 318which is stored on conflict control module 118, which conflict controlscheme 318 contains one or more rules concerning how to resolveconflicts between other rules. These conflict control rules may beabsolute (e.g., “Safety scheme rules are always given priority overactuator control scheme rules.”), or may depend upon sensed conditionsof the vehicle (e.g., “When condition A is sensed, the rule contained inactuator control scheme X is given priority over the rule contained inactuator control scheme Y.”). Of course, conflict control rules may besignificantly more complicated in order to resolve potential conflictsbetween a number of actuator control schemes faced with a number ofsensed conditions. Although it is preferred in some embodiments forconflict control scheme 318 to be stored on a separate conflict controlmodule 118, it should be understood that such need not be the case.Rather, conflict control scheme may be stored on one or more of actuatorcontrol modules 116, either in whole on a single module or split up onvarious modules.

Thus conflict rules help resolve conflicts at the control level. Withsuch a system, for example, inherent conflicts existing between antilockbraking, traction, manual inputs/overrides, and other vehicle dynamicsschemes no longer lead to “lost” or cycling braking systems creating asafety hazard.

Once any conflicts are resolved, microprocessor 114 generates anynecessary actuator control signals 320 and transmits such signals 320 tovehicle actuators 126. For each of use and replaceability of systemcomponents, in certain embodiments actuator control signals 320generated and transmitted by microprocessor 114 may be in a standardformat. When such is the case, each of actuators 126 may include adriver 216 for converting standard to specific control signals(indicated by reference numeral 322). This specific control signal isthen used to generate an actuation signal (indicated by referencenumeral 324) for causing actuators 126 to perform the requestedfunction.

Actuators 126 are associated with various components of a vehicle'svehicle dynamics and ride control systems, such as the brake system, thesuspension system, the traction control system, the steering system, thestability control system, etc. Actuators 126 may be associated withdifferent types of components within the same system or with componentsin different systems. For example, actuators 126 may be associated withtwo different types of brake system components or may be associated witha brake system component and a suspension system component. In someembodiments, only one type of actuator 126 is controlled.

The components with which actuators 126 are associated are incommunication with some type of energy supply 218 for supplying power220 for operating the components. Energy supply 218 may comprise, forexample, a pressurized air reservoir or a battery for supplying power220 in the form of pneumatic power or electrical power respectively. Incertain embodiments, the same centralized energy supply 218 suppliespower 220 to all components centrally controlled by system 110. In otherembodiments, various components centrally controlled by system 110 maybe supplied power by various supplies of energy.

System 110 may allow microprocessor 114 to control operation of sensors210 via a sensor adjustment and calibration signal 222 or the like. Forexample. Under certain conditions it may be desirable for vehiclesensors 210 to provide more detailed data than is typically provided orto provide data more or less often than is typical.

System 110 may include the ability to receive manual input and/oroverride commands 224 from the vehicle operator in order to manuallycontrol vehicle actuators 126 and/or override commands issued bymicroprocessor 114. Such manual input and/or override commands 224 maybe fed to microprocessor 114 for transmission thereby to actuators 126(in which case such commands may or may not be subject to conflictreview), or may be fed directly to actuators 126 without passing throughmicroprocessor.

Microprocessor 114 and the various modules may be connected, forexample, by a data bus or by a control network. Microprocessor 114 andsensors 210 may be connected, for example, by a communication bus, andthe of brake components and/or their actuators 126 may be connectedtogether, for example, in an application network. When microprocessor114 and actuators 126 are connected by a network or the like, actuatorcontrol modules 116 may have stored thereon for transmission tomicroprocessor the address 326 of the actuator on the network.

Referring now to FIG. 3, one particular exemplary embodiment of system110 is shown. In this embodiment, various components of system 110 areshown as hardware components. However, it should be understood that thisis not strictly required, and the various components could comprisehardware, software, firmware, combinations of these, or may takenumerous other forms.

In the embodiment shown in FIG. 3, system 110 includes a housing 112 inwhich various components thereof are contained. Within housing 112 is amicroprocessor 114 which controls various functions of system 110 asdescribed in more detail below. Also contained within housing 112 are avariety of modules, such as actuator control modules 116, conflictcontrol module 118, and safety and customization module 120. Other typesof modules are also possible.

A plurality of sockets 122 are provided within housing 112, each ofsockets 122 adapted to receive a module and place the modules incommunication with microprocessor 114. Because of this socketarrangement, each of the modules is easily installable, removable andswappable. Thus, as components of system 110 are added, removed orreplaced, the module or modules corresponding to that component may beadded, removed or replaced. Moreover, modules may be easily replacedwhen control schemes contained on the modules is desired to be modifiedor updated. Preferably, as shown in FIG. 3, the number of sockets 122provided is greater than the number of modules originally provided toallow for convenient expansion of system 110 as new components areadded.

Housing 112 also includes, preferably on an outer surface thereof, aplurality of sensor input ports 124 and a plurality of actuator outputports (not shown). Actuator output ports are provided to connect theelectronics contained within housing 112 to at least one, and preferablya plurality of, vehicle dynamics and ride control system components,each of which includes an actuator for performing some action relatingto one or more of a vehicle's vehicle dynamics and ride control systems.Sensor input ports 124 are provided to connect the electronics containedwithin housing 112 to a plurality of vehicle sensors which detect andproduce a signal indicative of one or more operating parameters of thevehicle. Examples of such vehicle sensors include wheel speed sensors,pitch sensors, vehicle height sensors, vehicle weight sensors, and manyothers.

Housing 112 also includes, preferably on an outer surface thereof, atleast one manual input or override port which allows for connection ofan input device which may be used to override microprocessor's 114control of actuators 126 if desired by the vehicle's operator, asdiscussed more fully below. A cover (not shown) is preferably providedto close housing 112 such that the electronics contained therein areprotected.

Although the invention has been described with reference to a particulararrangement of parts, features and the like, these are not intended toexhaust all possible arrangements or features, and indeed many othermodifications and variations will be ascertainable to those of skill inthe art.

1. A brake system for a heavy vehicle, comprising: a first species ofbrake component, a second species of brake component, at least onevehicle performance sensor, a controller receiving sensor signals fromsaid sensor and in electrical communication with said first and secondspecies of brake components for actuation, a first control scheme usedby said controller for generating control signals for said first speciesof brake component, and a second control scheme used by said controllerfor generating control signals for said second species of brakecomponent.
 2. The brake system of claim 1 including a manual input foroverriding control signals for the first species of brake component. 3.The brake system of claim 1 including a manual input for overridingcontrol signals for the second species of brake component.
 4. The brakesystem of claim 1 wherein said controller prevents the first and secondspecies of brake components from cycling.
 5. The brake system of claim 1including a source of pressurized air for use in actuating at least oneof the first and second species of brake components.
 6. The brake systemof claim 1 including a source of electrical energy for use in actuatingat least one of the first and second species of brake components.
 7. Thebrake system of claim 1 wherein at least one of said first and secondcontrol schemes is configured in a form selected from at least one ofhardware, software, firmware and a pluggable module.
 8. The brake systemof claim 1 wherein said controller and at least one of said first andsecond control schemes are connected by a data bus.
 9. The brake systemof claim 1 wherein said controller and said sensor are connected by acommunication bus.
 10. The brake system of claim 1 wherein saidcontroller and said first and second species of brake components areconnected by a control network.
 11. The brake system of claim 1 whereinsaid first and second species of brake component are connected togetherin an application network.
 12. A brake system for a heavy vehicle,comprising: a brake component, at least one vehicle performance sensor,a controller receiving sensor signals from said sensor and in electricalcommunication with said brake component for actuation, a first controlscheme used by said controller for generating first control signals forsaid brake component, a second control scheme used by said controllerfor generating second control signals for said brake component, and aconflict resolution scheme used by said controller for resolvingconflicts between the first and second control signals.
 13. The brakesystem of claim 12 including a manual input for overriding controlsignals for the brake component.
 14. The brake system of claim 12wherein said controller prevents the brake components from cycling. 15.The brake system of claim 12 including a source of pressurized air foruse in actuating the brake component.
 16. The brake system of claim 12including a source of electrical energy for use in actuating the brakecomponent.
 17. The brake system of claim 12 wherein at least one of saidfirst and second control schemes is configured in a form selected fromat least one of hardware, software, firmware and a pluggable module. 18.The brake system of claim 12 wherein said conflict resolution scheme isconfigured in a form selected from at least one of hardware, software,firmware and a pluggable module.
 19. The brake system of claim 12wherein said conflict resolution scheme comprises part of one or both ofsaid first and second control schemes.
 20. The brake system of claim 12wherein said controller and at least one of said first and secondcontrol schemes are connected by a data bus.
 21. The brake system ofclaim 12 wherein said controller and said sensor are connected by acommunication bus.
 22. The brake system of claim 12 wherein saidcontroller and said brake component are connected by a control network.23. A brake system for a heavy vehicle, comprising: a first species ofbrake component, a second species of brake component, at least onevehicle performance sensor, a central control network for receivingsensor signals from said sensor and in electrical communication withsaid first and second species of brake components for transmittingcontrol signals thereto, and a central supply network for supplyingenergy to said first and second species of brake components foractuating said first and second species of brake components in responseto the control signals received from said central control network. 24.The brake system of claim 23 including a manual input for overridingcontrol signals for the first species of brake component.
 25. The brakesystem of claim 23 including a manual input for overriding controlsignals for the second species of brake component.
 26. The brake systemof claim 23 wherein said central control network prevents the first andsecond species of brake components from cycling.
 27. The brake system ofclaim 23 wherein the energy supplied by said central supply networkcomprises pneumatic energy.
 28. The brake system of claim 23 wherein theenergy supplied by said central supply network comprises electricalenergy.